Archive for month: October, 2013

I don’t like the idea of advance pledges by candidates concerning how they would vote, if they were elected by us. I believe it is contrary to representative democratic government and denies the fact that economic, security, social and environmental conditions change, often rapidly, and must be responded to with studied intelligence and common sense, not constant polling or focus groups.

I guess I am, at least, part Burkian. Although it departs from present reality, as the great philosopher and British MP, Edmund Burke indicated, our elected leaders , should use their “…unbiased opinion…mature judgment…enlightened conscience…(our) representative(s) owe …not (their) industry only, but (their) judgment; and (they) betray, instead of serving (us), if they sacrifice ( judgment) to (our often fleeting ) opinion(s).” Voters can, at least in theory if not always in practice, dismiss their representatives at the next election. I am not sure Burke won again after he made his plea for more thinking and less pandering.

I am suffering emotionally (not too significantly) by being tempted by a Kaplan analogue to Grover Norquist’s “no new taxes” pledge, required of candidates for office. While the tax pledge, I believe, is responsible for at least some of the dysfunction in Washington, there is a certain romantic, almost utopian appeal to it with respect to frustrated advocates for more and better fuel choices at the pump than just gasoline. As Emerson wisely indicated, perhaps, “a foolish consistency is the hobgoblin of little minds.”

The new Kaplan analogue to the Norquist pledge would acknowledge that the natural gas train has left the station. Indeed, it has! One has only to look at the number of wells/rigs now in place compared to just a few short years ago and the relatively rapid escalation in gas production.

The natural gas sector has become, and likely will remain, an economic and political powerhouse. In this context, advocates of a “renewable transportation fuel only” approach, risk, implicitly, supporting a short and intermediate term future dependent on oil and gasoline. As a result, their success would likely result in increased environmental degradation, more greenhouse gas (GHG), higher costs for consumers, increased security problems and restricted economic growth. Clearly, the enemy of a short term good would become a distant perfect.

The Kaplan pledge would commit candidates to help secure reasonable and effective federal and state regulations to protect and enhance the environment and significantly reduce GHG production during production, distribution and sales of natural gas-from wellhead to automobile.

The pledge would commit candidates, once elected, to help foster a collaborative public, nonprofit and private sector effort to wean the country off dirty oil and gasoline. It would require them to develop and support initiatives that open up the now almost closed transportation fuel market to safe, environmentally sound, cheaper alternative transition fuels. Finally, it would commit candidates, should they take office, to support the development of renewable fuels and vehicles that would reflect competitive costs and mileage capacity that match the budget and occupation as well as life-style needs of low, moderate and middle income Americans.

I feel sinful in departing from the philosophy of Edmund Burke. I need to contemplate my fall from philosophical grace. I apologize! I hope I am treated with grace and redemption. My excuse in proposing a Congressional pledge was only a temporary errant fantasy. It “ain’t” going to happen. It is a flight from reality.

But, was it all bad? Perhaps, the Kaplan pledge points the way to an alternative that is not antithetical to Edmund Burke. What if, instead of trying the impossible with elected officials, many of whom try to fit their views to the, often of the moment, views of their constituents, advocates of a free fuel market and alternative transitional transportation fuels worked to form a coalition of nonpartisan or bipartisan groups: business, labor, environment, government, academic and community . Each group would join because they are consistent in heart and mind with the Kaplan fuel freedom pledge. Each would accept the intent explicit in the pledge; that is the nation’s need for a comprehensive fuels strategy that would bridge the gap between renewable and natural gas advocates, between environmentalists and the natural gas industry, between liberals and conservatives.

Free market business and conservative adherents would put muscle behind their ideology in seeking a more open fuel market. Liberals would put meaning behind their desire to aid the needy who suffer from the high cost of gasoline and limited job opportunities because budget constraints limit driving. Environmentalists would match their concern for the environment with support for natural gas, ethanol and methanol as transitional fuels — fuels that would reduce GHG and other gasoline generated pollutants. The nation would be better able to secure the stimulus now required to improve economic growth because of the reduced dependency on foreign imports. Every one of us would benefit from success in assuring research and development of renewable fuels. The coalition would inform and increase Congressional understanding of the need for an integrated coherent national fuel strategy. The payoff to elected leaders: The Coalition would promise to help voters comprehend the nation’s need for alternative fuels and a comprehensive fuel freedom strategy. It would meet with measured success. Sign me up! The best of all possible worlds! Oh Happy Day! I can dream can’t I?

Recently I wrote about how oil companies are flaring off $100 million worth of gas a month in the Bakken formation and what a huge waste or resources that represents.

Well, it didn’t take long for something to happen. A group of five law firms representing Bakken property owners sued 10 oil companies to end the practice. Their logic? It doesn’t involve environmental pollution or global warming. Instead, they’re arguing that the oil companies are depriving them of hundreds of millions in royalties by flaring off all that gas.

The case makes perfect sense. Gas is a valuable resource and the property owners are being deprived of huge amounts of money by wasting it. The case also avoids the complications that would come if the suit had been brought by the Sierra Club or Natural Resources Defense Council on environmental grounds. That would have involved all kinds of testimony about whether the flaring is really having an impact on the weather and what the level of damages might be. Instead, this is a straightforward case of dollars and cents. The property owners are being deprived of huge royalties. The oil companies have to compensate.

But beyond that, the lawsuit also offers a glittering opportunity to put methanol and its potential role in the transportation economy in the spotlight. So far, nobody’s talking about it much, but the conversion of natural gas into methanol could play a huge part in resolving this case.

The Bakken has developed so fast that the producers have not even been able to build oil pipelines into the area yet. Instead, the oil is being shipped by truck and rail. Burlington Northern has extended its lines into the region and most of the oil is now finding its way into major pipelines. As a result, Bakken production has leaped to 850,000 barrels a day, catapulting North Dakota into the number two position as an oil-producing state, behind Texas.

But the gas is a different thing. It can’t be stored in large quantities and pipelines are a long way from being extended and probably not worth it. Oil is now give times more valuable than gas at the wellhead, which gives drillers an enormous incentive to go after the oil and forget about the gas, hence the flaring. Thanks largely to North Dakota, we have moved into fifth place for flaring, behind Russia, Nigeria, Iran and Iraq, and ahead of Algeria, Saudi Arabia and Venezuela. The amount of gas flared around the world equals 20% of U.S. consumption. When we’ve moved ahead of Hugo Chavez, it’s time to do something about it.

So far, the proposed solutions have involved compressing natural gas or synthesizing it into more complex liquids. “The industry is considering and adopting various plans to flare less gas, including using the gas as fuel for their rigs and compressing gas into tanks that can be transported by truck,” reports The New York Times. “A longer-range possibility would be the development of projects that could produce diesel out of gas at or near well sites.” Hess, which already has a network of pipelines in the area, is rushing to complete a processing plant at Tioga that will turn gas into diesel and other more complex fluids.

But a better solution would be portable, on-site processing plants that can convert methane to liquid methanol, a far simpler process. Gas Technologies, a Michigan company, has just developed a conversion device that sits on the back of a trailer and can be hauled from well to well. “We have a patented process that reduces capital costs up to 70%,” said CEO Walter Breidenstein. “If we’re using free flare gas, we can reduce the cost of producing methanol another 40-5%.” Other companies are working on similar technologies for converting natural gas to methanol on-site.

All this would help bring attention to the role that methanol could play in replacing oil in our transportation economy. California had 15,000 methanol cars on the road in 2000 and found drivers were extremely happy with them. Methanol also fits easily into our current infrastructure for gasoline. But California gave up on the project because gas supplies seemed to be dwindling and the price was too high. Now we are flaring off 25% of the nation’s consumption in one state and methanol could easily be produced for $1.50 a gallon. It’s time to re-evaluate.

Of course, Walter Breidenstein will probably find that flared gas will not be offered for free. Those Bakken property owners still want their royalties. But the North Dakota lawsuit proves a spur for on-site methanol conversion and great opportunity to highlight the role methanol could play in our transportation economy.

Nobel-Prize-winning chemist George Olah recently put methanol front and center again with a powerful Wall Street Journal editorial arguing for the conversion of carbon dioxide emissions from coal plants into methanol for use as a gasoline substitute in our car engines. Co-writing with University of Southern California trustee Chris Cox, Olah noted, “Thanks to recent developments in chemistry, a new way to convert carbon dioxide into methanol — a simple alcohol now used primarily by industry but increasingly attracting attention as transportation fuel — can now make it profitable for America and the world to reduce carbon-dioxide emissions.”

The authors argued that President Obama’s recently announced policy of mandating carbon sequestration for emissions from coal plants wastes a potentially valuable resource. “At laboratories such as the University of Southern California’s Loker Hydrocarbon Research Institute [founded by Olah], researchers have discovered how to produce methanol at significantly lower cost than gasoline directly from carbon dioxide. So instead of capturing and “sequestering” carbon dioxide — the Obama administration’s current plan is to bury it — this environmental pariah can be recycled into fuel for autos, trucks and ships.”

Olah, of course, has been the principal advocates of methanol since his publication of “Beyond Oil and Gas: The Methanol Economy,” in 2006.

To date, he has been recommending our growing natural gas supplies as the principal feedstock for a methanol economy. But the emissions from the nation’s coal plants offer another possibility.

This is particularly important since indications are that the Environmental Protection’s Agency’s assumption that a regulatory initiative will “force” the development of carbon-sequestering technology may be mistaken. A recent report from Australia’s Global CCS Institute said that, despite widespread anticipation that carbon capture will play a leading role in reducing carbon emission, experimental efforts have actually been declining.

The problem is the laborious task of storing endless amounts of carbon dioxide in huge underground repositories plus the potential dangers of accidental releases, which have aroused public opposition. Olah and Cox write, “By placing the burden of expensive new carbon capture and sequestration technology on the U.S. alone, and potentially requiring steep cuts in domestic energy to conform to carbon caps, the proposal could send the U.S. economy into shock without making a significant dent in global emissions… In place of expensive mandates and wasteful subsidies, what is needed are powerful economic incentives. These incentives should operate not just in the U.S., but in other countries as well.”

All this brings into stark relief the diverging paths that China and the United States have taken in trying to find some alcohol-based fuels to substitute in gas tanks. While Olah has been advocating a transformation to a methanol economy in this country, China is actually much further down the road to developing its own methanol economy. There are now more than a million methanol cars on the road in China and estimates show the fuel substitutes for 5-8% of gasoline consumption — about the same proportion that corn ethanol provides in this country.

In this country, the proposal has been that we derive methanol from our now-abundant supplies of natural gas. California had 15,000 methanol cars on the road in 2003 but curtailed its experiment because gas supplies appeared to be too scarce and expensive! Instead, the main emphasis has been on tax incentives and mandates to promote corn ethanol.

China has vast shale gas supplies and could benefit from America’s fracking technology. We could benefit strongly from China’s greater experience in developing methanol cars. The pieces of the puzzle are all there. Perhaps Olah’s proposal may be the catalyst that puts them all together.

Ironically, all this began with a Chinese-American collaboration in 1996. At the time, China had little knowledge or interest in methanol but was persuaded by American scientists to give it a try. Ford provided a methanol engine and China began ramping up its methanol industry and substituting it for gasoline. As a result, China is now the world’s largest producer of methanol, with about one-quarter of the market.

A year ago the Chinese national government was about to mandate a 15% percent methanol standard for gasoline when it ran into opposition from executives in its oil industry. Those leaders have since been deposed, however, and the 15% mandate may go ahead this year. In the meantime, provincial governments have developed their own standards, with the Shanxi province west of Beijing in the lead.

Ironically, because methanol is only half the price of gasoline, many local gas stations are diluting their gasoline with methanol anyway in order to shave their costs. As a 2011 Energy Policy article by Chi-jen Yang and Robert B. Jackson of Duke University’s Nicholas School of the Environment reported, “Private gasoline stations often blend methanol in gasoline without consumers’ knowledge…In fact, its illegal status makes methanol blending more profitable than it would be with legal standards. Illegally blended methanol content is sold at the same price as gasoline.If legalized, standard methanol gasoline would be required to be properly labeled and sold at a lower price than regular gasoline because of its reduced energy content.Such unannounced blending is now common in China.”

So both countries are feeling their way toward a methanol economy. As Olah points out, the problem in the U.S. is that the various advantages given to ethanol have not been extended to methanol.“One means of addressing this inequity would be for Congress to pass the bipartisan Open Fuel Standard Act of 2013, which would put methanol, natural gas, and biodiesel on the same footing as ethanol (but without subsidies and without telling consumers which one to choose) for use in flex-fuel cars.”

In China, the concern is about coal supplies but this could be alleviated with help from America’s fracking industry or by implementing Olah’s new technology for tapping coal exhausts.

Either way, the pieces are all there. It may be time to start putting them together.

I recently read a number of provocative articles (or their summaries) by MIT’s Christopher Knittel and Aaron Smith. They faulted a pair of respected researchers from Iowa State University, Dermot Hayes and Ziaodong Du, in somewhat harsh tones. According to Knittel, the Iowa State pair, in their ethanol-related studies over a three year period (from 2009 through 2012), exaggerated the impact of ethanol on gas prices using relatively low present day ethanol blends.

I thought I was reading the script for a new urban crime show about drugs. Knittel, frequently, used terms like crack ratio and crack spread, ostensibly to note the weak link, found by Hayes at Iowa State, between the prices of ethanol and oil and both to gas costs at the pump. According to the authors, the price of gasoline is not substantially affected by the crack ratio; that is, the relative value of gasoline compared to oil or the price of gasoline divided by the price of oil and the current volume of its ethanol content.

Knittel’s papers angered Hayes, of the Iowa study. He claimed that, over time, the crack ratio and crack spread reflected a pretty strong causal relationship to gas prices. Language in his response to Knittel’s critique reminded me of those wonderful days when I was a dean, listening to different faculty, sometimes personally and sometimes based on methodology, criticize other faculty based on differing research results. The search for academic truth is often a noble road, but paraphrasing Robert Frost, a “road less traveled” — a road often full of human frailty and intellectual potholes.

Despite their critique of each other, both Knittel and Hayes’ studies are important and both, when read in context, should help one better understand the role of ethanol in affecting the cost of gas at the pump. Knittel is more right than wrong when he indicates that the crack ratio and spread does not fully explain the effect of ethanol on gas and oil prices, over time, and he is also correct in challenging the model used by Hayes to identify a reduction of $0.89 to $1.09 on gas prices because of higher ethanol production and higher crude oil prices.

Hypothetically, in isolation from other variables, the higher the crack ratio, the higher the price of gasoline. Further, if the price of ethanol is relatively low or on a downward trend, increased use of ethanol in gasoline blends, in theory, would cause the crack ratio to go down and the spreads to be higher, assuming gas prices remain the same or increase. Good news for consumers! Right? Maybe? Not always? Not at all? Not sure? What if?

I cannot claim real modeling expertise and would not, even for a minute, arbitrate between Knittel and Hayes concerning their use of models and its result — in terms of Hayes, significant impact of ethanol, in terms of Knittel, minor impact of ethanol.

But in terms of the policy argument between them, I suspect Knittel comes out the winner (full disclosure: I did graduate from MIT and while I love Iowa’s rolling hills, I do not like the climate and the fact that the state does not have a great symphony, nor a NFL football or American League baseball team). He points out that the crack ratio’s fluctuations in the ‘80s occurred when oil prices both declined and increased. Ethanol was not a factor and the movements in the crack ratio were not based on ethanol production. He seemingly, correctly, faults the folks in Iowa for not using the crack spread model in their 2011 and 2012 papers to evaluate the impact of eliminating ethanol because the two models —crack ratio which they used and crack spread which they didn’t — produce significantly different results and policy implications.

What does the dispute over models and model use have to do with public policy? A lot! The ethanol supporters touted the Iowa studies to support their claim that increased ethanol use reduces costs to consumers in a major way. Conversely, the ethanol critics suggest that the Knittel analysis debunks the assertion that use of ethanol as a blend will reduce gas prices in a major way.

Knittel suggests the Iowa studies vastly overstate the cost-related benefits of ethanol to the consumer and that Iowa’s model disregards or blurs the effect of price changes and swings in price of both ethanol and oil. Knittel also indicates that that the relationships between oil and gas prices, as well as oil, gas and ethanol prices are much less precise and more complicated than indicated by Hayes’ modeling efforts. Prices of all three fuels are much more subject to behavior and external events than acknowledged by either Knittel or Hayes.

The dialogue between Knittel and Hayes is helpful in sorting cost and price issues regarding ethanol and gasoline. I hope they continue at it, with less emotion, and with analyses better grounded in methodological analyses that generate a better job of linking model building with experience and empiricism. Meanwhile, no matter whether you believe the effect of ethanol on gas prices is high, moderate or low, if the U.S. government acquiesces in the use of higher ethanol blends like E60 and E85, and if the cost spread between ethanol and gasoline continues, an increasingly visible positive impact on fuel prices will likely be witnessed at the pump. Apart from any possible price differential related to use of higher blends, increased use of ethanol as an alternative transitional transportation fuel is in the public interest. According to most reputable studies, such use will respond well to many environmental problems caused by gasoline and it will help reduce America’s need to import oil…a continuing security problem.

Epilogue: I once taught a reasonably popular class on policy development and models. To liven up the class, I told the students that economic and policy models are abstractions of reality and to the extent that the models’ abstractions helps students understand reality, they are “good” models. They asked for examples. It was a late evening and I was tired. I told them to go look at the centerpieces in Playboy and Playgirl. Both presented models of airbrushed men and woman. At our next class, I asked the students if the models increased their understanding of men and women. They were bright and eager students, at least for this assignment, and they indicated, “No.” The models tilted too far toward abstractions and too far away from real world experience. They seemed to learn a lesson about the value of at least some models.

Earlier in my life, I volunteered as a carnival “barker” — you know, the guy who tries to inveigle passers-by to throw a ring around a bottle to win something for their date or children. At the time, most paid a buck, lost, and were happy as I was, because the funds went to charity. While I was at my station, I happened to see a would-be magician working the old pea trick. You know, you followed the pea in the magician’s open hand and when the magician closed his hands, you picked the hand that you believe covers the pea. Again, passers-by lost all the time, because his sleight of hand was faster than their eyes (or their brains and their eyes). Charity, once again, came out ahead.

What’s all this got to do with oil? Well yesterday, I was bemused by a piece in the Financial Times by Ed Crooks, titled “U.S. oil boom resets on shaky foundations.” Earlier this week another article in another respected paper quoted an expert that stated that America is now and will be in the future much less dependent on Middle Eastern oil because of the oil boom and its likely continuance into the future. Numerous papers have called the now and future oil boom the Saudization of America.

Which pea will be picked up tomorrow by the media — the oil is a shaky pea, or the oil is our country’s genetic future pea. Can we, as consumers, based on often different expert projections related to the supply and demand for oil, pick the right pea ahead of the media’s grand pronouncements concerning oil production and consumption? The answer, given the probability of frequent expert-related projection amendments, the different methodologies involved and, yes, in some cases the captive quality of the projector, is no. If it’s Monday, oil is our salvation and America’s oil largess will be a road to riches; if it’s Tuesday, oil salvation is uncertain and we will remain dependent on importing oil; if it’s Wednesday, you put two oil experts in a room and you get three or four or more future projections; and if it’s Thursday, oil analysts, including some of the best, throw up their hands and say we really don’t know where oil is going. How can we be sure, given all the complex variables? Why did I go to college to study research and statistics? I want my tuition money back.

Oil projections recently seem more an art than science. Paraphrasing Ralph Waldo Emerson, and in defense (just kidding) of what often seems like “one a day” projections, foolish consistency is the hobgoblin of foolish minds , and the King from The King and I, oil projections are a “puzzlement.”

More attention should probably be paid to the Financial Times article. The author indicates that a question hangs over the U.S. oil boom in relation to increasing production costs. “The effort required to squeeze the oil out of the rock, from which it will not flow easily, means that shale production has a relatively high cost, compared with the traditionally cheap to extract reserves of the Middle East.”

Up to this point, Crooks (while he is named Crooks, he is not really a crook, but a fine writer) has been easy to follow. Relatively high oil per barrel costs, he indicates, lead to investment in drilling and, as important, innovative fracking technology, products and services. Small and mid-sized independent firms seemed to flourish, given their cost efficient innovative production processes. Service companies supporting drillers and production firms positioned themselves well, given the oil boom. It all seemed like fun and games. Everyone made money and met investor or stockholder expectations. Dinners at fancy restaurants seemed the norm.

But Crooks maintains that with the fall in prices for natural gas in 2012, the oil related equipment and service industry quickly met its waterloo. “Capacity utilization for pressure pumping equipment dropped to just 74%. Prices for pumping services dropped an estimated 22% between the first quarter of 2012 and the third quarter of 2013.” It was tough time for service firms. Many tried to switch from gas to oil drilling, but over capacity and underutilization were pervasive.

Recently, things appear to be looking up for the service and equipment sector. Oil prices seem relatively stable, at least until tomorrow, and gas prices seem on the uptake. Interestingly, several respected industry spokespersons suggest that a rise in prices for equipment and activities is likely more dependent on the hope for significant LNG exports and assumed higher natural gas prices (and production) than on significant increases in shale drilling for oil. But as Crooks points out, gas producers and servicers’ gain is oil’s pain. An increase in prices for services and a reduction in equipment overcapacity, the article suggests will raise the costs of oil production and lead to more investor as well as producer caution concerning investment in new risky oil wells. Remember most experts indicate that the best sites for new oil drilling have been leased or acquired. “It is possible that U.S. shale oil can continue to thrive only if shale gas continues to struggle.”

Several of the assumptions in Crooks’ piece seem to reflect the same shaky foundations that he indicates weaken projections concerning the U.S. oil boom. For example,

Yes, hard-to-get-at oil from shale will cause producers pause when thinking about future development. It will be much more expensive than drilling from conventional, easy-to-get-at U.S. or Middle East reserves. Since oil is globally traded, we could see an increase in dependency on imports.

Yes, the service and equipment industry will be in better shape if the natural gas industry grows and thrives. The costs of its equipment and services will rise accordingly. However, the increases in the price of natural gas, if they occur, and, if they are sustainable over time, will probably be relatively small in terms of dollars and may not significantly affect oil production and decisions. Sure, there are similarities between oil and natural gas drilling equipment and services, and while they constitute a large share of the on-site drilling costs (40-70%), rapid technological improvements matched by improved management of drilling have and continue to occur, lessening cost impact by improving productivity. They may reduce the harm seen by Crooks that could come to the oil industry from increased service costs. Other related factors, such as global oil consumption, supply and per barrel costs, international tensions, environmental sensitivities, financial speculation and profit seeking etc., will probably affect oil industry opportunity costing concerning drilling — even more than the increased cost of equipment and services. Taken together, these factors often explain short term changing oil-per-barrel prices. A large anticipated and continuous increase or decrease in per barrel costs will provide a drilling marker for investors and producers — over $100 more wells, under $70 or so less wells and uncertainty in between.

Yes, exporting LNG will improve the economic condition of the natural gas industry; just as removing export restrictions on crude oil will improve the economic viability of the already thriving oil sector. But the impact of extended large LNG sales abroad will likely take years, given the need to gain regulatory acquiescence to develop infrastructure and product. Similarly, the likelihood of eliminating restrictions on crude oil exports remains politically iffy.

Concern with the health of the natural gas industry— whether from Crooks’ perspective, because he believes growing gas prices will help strengthen the oil boom’s foundation, or my own, because the increased use of natural gas and its derivatives, ethanol and methanol as transitional transportation fuels will help reduce GHG emissions and improve the quality of the environment as well as reduce the price of gasoline at the pump and enhance America’s security, is legitimate. I wonder why Crooks neglected to discuss natural gas as a transportation fuel and the need for competition in America’s gasoline market in his otherwise provocative article. But it seems his core objective in the piece was the health and well-being of the oil industry. A bit more balance would have served him and the readers well.

You can see them from outer space. The flames from natural gas flares in the Williston Basin of North Dakota now throw off a nighttime glow larger than Minneapolis and almost as big as Chicago. All that energy is going up in smoke.

Ceres, a Boston nonprofit organization, issued a report last week illustrating that the huge surge in oil production in the Bakken Shale has outrun the drilling industry’s ability to cope with the natural gas byproduct. “Almost 30% of North Dakota gas is currently being burned off,” the report said.

The report also states, “Absolute volumes of flared gas have more than doubled between May 2011 and May 2013. In 2012 alone, flaring resulted in the loss of approximately $1 billion in fuel and the greenhouse gas emissions equivalent of adding one millions cars to the road.”

The loss rate has actually been reduced from 36% in 2011, but production has tripled in that time, meaning that an additional 266 billion cubic feet (BCF) a day is going up in smoke.

Moreover, according to the report, North Dakota gas contains other valuable products. “The natural gas from the Bakken formation contains high volumes of valuable natural gas liquids (NGLs), such as propane and natural gasoline, in addition to dry gas consisting mostly of methane. It is potential worth roughly four times that of the dry gas produced elsewhere in the United States.”

“There’s a lot of shareholder value going up in flames,” Ryan Salomon, author of the report, told Reuters.

So why can’t more be done to recover it? Well, unfortunately, according to the North Dakota Industrial Commission, the spread between the value of gas and oil, which has stayed pretty close historically, has now increased to 30 timesin favor of oil in the Bakken. Even nudging up gas prices to $4 per thousand cubic feet (MCF) in recent months hasn’t made much difference. Consequently, it isn’t worthwhile trying to collect gas across widely dispersed oil fields.

Encouraging this waste is a North Dakota statute that exempts flared gas from paying any severance taxes and royalties during the first year of production. Since most fracking wells have a short lifespan, gushing forth up to 60% of their output in the first year, this makes it much easier to write off the losses.

Nonetheless, all this adds up to a colossal waste. As of the end of 2011, the amount of gas being flared each year in North Dakota was the equivalent of 25% of annual consumption in the United States and 30% Europe’s. The high burn off has moved the country up to fifth place in the world for flaring, only behind Russia, Nigeria, Iran and Iraq, and ahead of Algeria, Saudi Arabia and Venezuela. Although the World Bank says worldwide flaring has dropped by 20% since 2005, North Dakota is now pushing in the opposite direction. Altogether, 5% of the world’s gas is wasted in this way.

Efforts are being made to improve the situation: with big hitters are doing their part. Whiting Petroleum Corporation says its goal is zero emissions. Hess Corporation, which has a network of pipelines, is spending $325 million to double the capacity at its Tioga processing plant, due to open next year. Continental, the largest operator in the Bakken, says it has reduced flaring to 11% and plans to reduce it further. “Everybody makes money when the product is sold, not flared,” Jeff Hunt, vice chairman for strategic growth at Continental, told Reuters.

But it’s all those little independent companies and wildcatters that are the problem. Storage is impossible and investing in pipeline construction just too expensive. Entrepreneurs are doing their part. Mark Wald, a North Dakota native who had left for the West Coast, has returned to start Blaise Energy Inc., a company that is putting up small gas generators next to oil wells and putting the electricity on the grid. “You see the big flare up there and you say, `Something’s got to be done here,’” he told the Prairie Business.

But the long-term solution is finding new uses for natural gas and firming up the price so that its collection is worthwhile. What about our transport sector? We still import $290 billion worth of oil a year at a time when as much as half of that could be replaced with domestic gas resources. Liquid natural gas, compressed natural gas, conversion to methanol, conversion to ethanol – there are many different ways this could be promoted right now. Ford has just introduced an F-150 truck with a CNG tank and an engine that can run on either gas or gasoline. With natural gas selling at the equivalent of $2.11 a gallon (and even cheaper in some parts of the country), the new model can pay off the additional $9,000 price tag in two to three years. There are now an estimated 12,000 natural gas vehicles on the road and the number is growing rapidly. “This is an emerging technology in a mature industry,” Ford sustainability manager Jon Coleman told USA Today.

But an even better way to harvest this energy might be to design small, transportable methanol converters that could be attached to individual gas wells. Methane can be converted to methanol, the simplest alcohol, by oxidizing it with water at very high temperatures. There are 18 large methanol plants in the United States producing 2.6 billion gallons a year, most of it consumed by industry. But methanol could also substitute for gasoline in cars at lower cost with only a few adjustments to existing engines. The Indianapolis 500 racers have run on methanol for more than 40 years.

The opportunities in the Bakken are tremendous – and the need to end the waste urgent. The U.S. Energy Information Administration estimates that production in the Bakken is due to rise 40%, from 640,000 to 900,000 barrels per day by 2020. North Dakota has already passed Alaska as the second-biggest oil producing state and now stands behind only Texas, where pipeline infrastructure is already built out and less than 1% of gas is flared.

The increased production, matched with the expanding technology for using gas in cars, presents an enormous opportunity.

“And that’s the way it is” was used by my favorite news anchor, Walter Cronkite, to sign off on his highly respected network news show. And that’s the way the content he generally delivered generally was — clear, factual, helpful. I have tried to apply Cronkitism to today’s media analyses and commentary on oil production and oil prices. The new assumed “way it is” regrettably sometimes seems like the way the journalist or his boss — whether print, TV or cable — wants it to be or hopes it will be. Frequently, partial sets of facts are marshaled to ostensibly determine clear cause and effect relationships but end up confusing issues and generating questions as to the author or speakers mastery of content and conclusions.

What’s a Cronkitist to do? I often look to The New York Times for the wisdom grail. Generally, it works. But, I must confess that a recent piece in the Times by outstanding journalist, Clifford Kraus, titled “Is Stability the New Normal?” Oct. 9 bothered me. I found its thesis that a new stability has arrived with respect to oil prices and by implication gas prices at the pump a bit too simple.

The author indicates that “predictions about oil and gas prices are precarious when there are so many political and security hazards. But it is likely that the world has already entered a period of relatively predictable crude prices…there are reasons to believe the inevitable tensions in oil-producing countries will be manageable over at least the next few years, because the world now has sturdier shock absorbers than at any time over at least the past decade.”

What are these absorbers? First, more oil production in the U.S., Canada, Iraq and Saudi Arabia, to balance the loss of exports from countries like Iran, Libya and, I assume, Venezuela and possibly Nigeria. Second, the continued spread of oil shale development throughout the world, including many non-Middle East or OPEC countries. Third, increased auto efficiency, conservation and lower demand for gas in the U.S. Finally, near the end of the article and not really seemingly central to the author’s stability argument natural gas becomes in part a hypothetical “if.” He notes that American demand for gasoline could drop below a half a billion barrels a day from already below peak consumption, if natural cheap gas replaces more oil as a transportation fuel. (At least he mentioned natural gas as a transportation fuel. Most media reports fail to tie natural gas to transportation) break open the champagne! Nirvana is near! Michael Lynch, a senior official at Strategic Energy & Economic Research Inc., is quoted in the article, saying, “Stable oil prices could reduce future inflation rates and particularly curb transportation costs, helping to steady prices of food and construction materials that travel long distances…Lower inflation can also help reduce interest rates. By reducing uncertainty, investor and consumer confidence should both be increased, boosting higher spending and investment and thus economic growth.”

In the words of Oscar Hammerstein II, I want to be a cockeyed optimist…but something tells me to be at least a bit wary of a too-good-to-be-true scenario, one premised on a historically new relatively high price of oil per barrel (bbl.), just under $100 (the price is now about $105) and gas prices likely only modestly lower than they are now (the U.S. average is close to $3.50 a gallon)

So why be wary and worry?

1. The Times accepts the rapid significant growth in oil shale development and production too easily. Maybe they are right! Perhaps the oil shale train has left the station. But the growth of environmental opposition, particularly opposition to fracking, will likely slow it down until regulations perceived as reasonable by the industry and environmentalists are put in the books. Further, the often very early large expectations with respect to new pools of oil in places like the Monterey Shale, featured in media releases, have not panned out after later sophisticated analyses. Finally, the price of hard to get at oil may come in so high as to limit producer enthusiasm for new drilling.

2. The Times correctly suggests that the relationship between oil prices and gasoline costs may be less than thought conventionally. Lower oil costs in the U.S. do not necessarily trigger lower gasoline costs, and higher gasoline costs are not necessarily the result of higher oil costs per barrel

The Times credits the recent visible break in the relationship primarily to an abundance of oil linked to oil shale production in the U.S. and in many other countries and to falling demand for oil throughout the world, including China, to the lack of economic growth and higher efficiency of vehicles.

It’s more complicated. For example, price setting is affected in a major way by speculation in the financial community, and by oil producers and refiners who govern production and distribution availability. Respected analysts and political leaders suggest that companies base their decisions concerning price at least in part on market and profit assumptions. Fair. But, oil’s major derivative gasoline does not function in a free market, rather, it is a market controlled by oil companies. There is little competition from alternative fuels. Unfair and inefficient.

3. The quest for oil independence and the related justification for drilling lead the media to suggest and the public to believe that there is an equivalency between increased production of oil and closing the gap between what we consume and produce as a nation. Yes, we have reduced the gap — both demands have fallen and production has increased. But it is still around 6.0 to 6.5 million barrels per day. Yet, we continue to export nearly half of what we produce every day or nearly 4 million barrels. Our good friends, China and Venezuela, get 4% and 3% respectively. Companies may sing “God Bless America” while extracting, refining, exporting and importing oil, but theologically based patriotism doesn’t govern the oil market. Sorry, but global prices and profits have precedence. Remember the adage — “the business of business is business.”

4. A recently released Fuel Freedom Foundation paper suggests that energy independence is a misnomer. Based on its review of EIA data and projections through 2035, negative energy balances exist that never drop below a $300 billion deficit. If EIA data is to be believed, energy independence, Saudi America and control of our energy future are developments that will not occur anytime soon.

I am disappointed that natural gas as an alternative fuel seems more like an afterthought coming at the end of Kraus’s long piece. I am glad the author mentioned it but it seems at least a bit forced. The commentary was limited to natural gas and not its derivatives, ethanol and methanol, or, for that matter, other alternative fuels. Put another way, it seemed to assume a still very restricted fuel market. Opening up consumer choices at the pump is a key factor in stabilizing oil and gas markets. It also is a key factor achieving reduced prices at the pump for low and moderate income families; the former spending from 14-17% of their limited income on gasoline.

Remember the passion, the commitment and vigorous national dialogue concerning the Vietnam War, the civil rights movement and the women’s movement? No matter how one viewed the issues involved or whether one was pro or con with respect to each initiative, most of the nation, even if only watching the 6 p.m. and 10 p.m. news, seemed involved, to some extent, emotionally and many intellectually.

Given the concern many Americans seem to have for the future of the environment, the nation’s security problems and the sluggish economy (not to mention shrinking pocketbooks), why haven’t we been able to replicate the intense passions and commitments of the ‘60s and early ‘70s with respect to the muted debate over alternative transitional fuels. Very few articles in the press or on cable and TV headline the wisdom of efforts to reduce America’s dependence on gasoline through providing increased consumer choices at the pump. Those that do approach headline or first-tier status suggest, generally, often without hard analysis, that increased oil and gas production (Saudization of America) will grant the U.S. oil independence, forgetting the global nature of the oil market. The media has not focused on the costs of continued reliance on imported oil and the very restricted American vehicular fuel market limiting consumers, by and large, to costly, dirty gasoline. In-depth coverage of alternative non-renewable fuels as substitutes for gasoline and as transitional fuels before renewables are ready for prime time is rare and most times, more opinion than fact. Even the venerable New York Times rarely covers alternative transitional fuels in the context of an overall assumed national commitment to “wean” the nation off of gasoline.

Why haven’t the public and the media become involved in a real dialogue concerning the benefits and costs of alternative fuels versus continued reliance on gasoline?

I think it’s a bit of a chicken-and-egg question. Recall the intense TV coverage of Bull Connor’s vicious attack using dogs and high pressure hoses on kids in Alabama and the nobility of Martin Luther King Jr.’s 1963 speech on the mall? Both gripped us and made civil rights a moral issue. Remember TV’s extensive coverage of the marches by mostly young but also many older folks opposing the Vietnam War? And who could forget the photo of the little girl walking alone on the highway with her clothes burned off from a napalm attack and the many movies portraying G.I. casualties? It was difficult to stay neutral concerning the war, particularly if our kids or the neighbor’s kids were involved. Finally, while some Americans disagreed with them, the women’s movement had visible charismatic leaders like Gloria Steinem, Bella Abzug and Betty Ford, who had a knack for getting on TV and in newspapers to champion the need for women’s equality. Over time, they reached many of us, and if we didn’t join the movement, we argued for its success.

President Obama’s State of the Union speech was greeted with popular applause when he said we must get off of oil, but the line concerning the need to wean us off oil seem to have a shelf life of 24 hours…or maybe 48 hours. It clearly didn’t move the needle much in public interest and the public’s attention understandably turned to more media-friendly issues, such as Washington’s dysfunctional character, the budget, the debt ceiling and the Middle East.

Anti-Vietnam sentiments, civil rights and women’s rights were internalized by a relatively large, but still a minority, sector of the public. Participants in the effort to secure change viewed the three issues as affecting them personally and, for the most part, crossed class and caste lines, a fact that was deepened by the draft with respect to Vietnam. Although none of the three probably could have secured a majority vote,if placed on the ballot initially, they each grabbed the attention of most Americans over time.

Looking back, clearly the sustained involvement of a relatively cohesive minority of the public led by aggressive leadership created significant political and policy reforms. Issues were cast in terms Americans could easily understand — securing justice, freedom and a better America. They created a strong moral underpinning to proposed actions. Ultimately, grassroots support convinced key elected leaders that they could move positively without retribution to secure respective agendas.

Enveloping alternative fuels and the monopolistic gasoline markets in moral tableaux will not be easy. The issues involved are complex and don’t, without effort, engage people for more than short periods of time. They are tough to convert to brief TV or cable spots. Try going to a dinner party and raising moral variables around the reality of limited choices of consumers at the pump. Yawn…don’t expect a return invitation! Similarly, the fact that low-income households pay nearly 15% of their income for gasoline and are therefore limited concerning purchase of other basic goods does not easily translate into visual and visceral understandable, personal moral pictures. Similarly, despite the data showing increasing harm to the poor regarding the journey to work and constrained housing choices caused by high costs of gasoline, aggregate statistics blur individual problems. The economy’s overall sluggishness and its impact on most Americans, except the very affluent, divert focused attention. Happily, there is no Bull Connor, and your neighborhood gasoline station owner is often from the community. It’s difficult to make him or her an ogre. He or she is generally a hard-working individual and is struggling to make ends meet. Even the most vigorous advocates of alternative fuels and open fuel markets have yet to figure out how to vividly personalize the negative impact of the constraints imposed on the market by the oil industry on consumers, particularly low income consumers. Black hats and mustaches (whether painted in graphics or narratives) to describe the oil industry’s leadership, hasn’t worked well. Where is Norman Rockwell when we need him?

The phrase “we need all of the above” is used often in a bipartisan way by our political leaders to describe the nation’s energy strategy. The phrase may well be true, but it is difficult to get excited about it. Try it on your husband, wife or significant other tonight and see if it motivates a meaningful response. “Hey, honey, there is a meeting tonight of people interested in energy reform. The expansion of alternative fuel choices will be at the center of a strategy to grant priority to all our energy sources — coal, oil, natural gas, bio fuels, derivatives of each. It’s important. Do you want to go?” Probable response: “Are you serious? You were so romantic when I met you. What happened?”

The messages related to Vietnam, the civil rights movement and the women’s movement, at the time, were simplified into understandable, often emotional, terms. They were complemented by extensive media coverage and by strong moral certitude of both presenters and listeners. Parsed words and nuanced sentences were not often needed to convince folks to join the causes. The coalitions that were created put in hard work and lots of sweat equity to build and generate grassroots efforts. But the people were out there waiting to be recruited. While members might have disagreed on strategic policy options, they were generally together on broad objectives.

The effort to secure alternative transitional fuels and open up the gasoline market does not lend itself easily to the type of grassroots initiatives generated in the ‘60s and early ‘70s. The messages and data used to support them are seen as too complicated and, frankly, confusing to potential grassroots participants. In this context, the oil industry and its captive groups like the American Petroleum Institute (API) have big budgets and have seen fit to use their resources seemingly to confuse and distort information concerning gasoline and alternative fuels.

I am not sure a passionate grassroots movement can be created to support alternative fuels. At best, it will be difficult. But, democracy works in many ways. Progress is being made in forging working alliances among advocates of alternative fuels and leaders in the business, environmental, public sector and academic communities. Their ability to form sustainable, strong alliances will increase their likely ability to influence public policy concerning transitional fuels and open fuel markets. Building public understanding, combined with political acuity and a willingness to reach out to varied groups, will increase the odds of success in winning political, legislative and statutory support. Much will depend on their collective willingness to depart from traditional divisive ideological and institutional focus. Their leadership, borrowing the rhetoric from the Vietnam War, will probably have to learn how to make love, not war, in developing a collaborative agenda.

What if America had so much natural gas it didn’t know what to do with it?

Right now that’s the situation in the Marcellus Shale, the vast formation that underlies nearly all of Pennsylvania. There just isn’t enough demand for what’s available. And the same situation could be facing the entire United States in just a few years, according to speakers at the 2013 Natural Gas Utilization Conference held at the Omni William Penn Hotel in downtown Pittsburgh last week.

“Today there are 800 shut in wells in the Marcellus, waiting for an increase in price and improvements in infrastructure,” said Justin Carlson, manager of energy analytics at Bentek Energy of Colorado told the gathering. “By 2017, demand could dip below supply for the entire United States. We’re not doing enough to support growth. The market needs more users.”

Where could you find those new consumers? Virtually everyone agrees that there’s one market that is begging for greater natural gas use – the transportation sector.

Some companies are already looking for ways to do it. Last year Consol Energy Inc. and Praxair, Inc., a Connecticut-based manufacturer of industrial gases, was preparing to build a $2 billion plant to convert gas from the Marcellus into gasoline and diesel blends for use in cars and trucks. In the end, however, the economics didn’t quite work. “The project would have generated a positive rate of return but not the 12% that investors are looking for,” said Dante Bonaquist, chief scientist and corporation fellow at Praxair, who spoke at the conference. “We had to give it up.”

So absent a liquids option, most gas producers are opting for another technology – compressed natural gas. Leading the pack has been Chesapeake Energy, which set a goal to convert its entire fleet of vehicles to CNG by 2015. At the current pace it will hit the 80% mark in 2014. Last year Chesapeake’s Peake Fuel Solutions affiliate also partnered with GE to launch “CNG In A Box,” a package that compresses natural gas from a pipeline into CNG fueling stations so that small and large retailers can become vendors of natural gas. The package was introduced at the National Association of Convenience Stores 2012 annual convention.

“The 8-by-10-foot container is easy to ship and its modular design allows for plug-and-play,” said Bob Jarvis, spokesman for Chesapeake. “It makes pay-at-the-pump a familiar and secure experience.” GE already has a manufacturing plant up and running in Houston. On Sept. 17 it announced a memorandum of understanding with China’s Endurance Industries to deliver 260 CNGs In A Box to fuel China’s rapidly growing conversion to natural gas vehicles.

Last week, however, Chesapeake was forced to disband its seven-member Natural Gas Vehicle Task Force as part of an austerity-driven reorganization. But other companies may pick up the slack. “Chesapeake has been an important player in growing the natural gas vehicle market, but other companies and organizations have taken on that role now,” said Rich Kolodziej, president of advocacy group Natural Gas Vehicles for America.

Range Resources, another major player in the Marcellus, is also making an all-out effort to promote CNG vehicles. It recently closed a deal with GM to buy an entire fleet of trucks for its Pennsylvania operations. The company expects to save 40-50% of vehicle operating costs by switching from gasoline. With 180 trucks in the region, each carrying a 17-gallon tank, Range will save $3,000 each time its fleet refuels.

But is compressed natural gas the best way to go? The technology involves high-pressure tanks, both in storage and in your car or truck and involves a whole new infrastructure. Converting natural gas into methanol – a fairly simple process – would allow us to use the current infrastructure with only a few minor adjustments. Existing vehicles can be modified to use methanol for only a few hundred dollars and flex-fuel vehicles could use either methanol or traditional gasoline.

Methanol works better from the supply side as well. “The economics of methanol would have been more attractive,” said Bonaquist, of the Praxair-Consol Energy proposal that didn’t make it off the drawing boards. “The conversion and purification sections of the plant would have been less complex. It would have been particularly advantageous for smaller scale production.”

So what’s the problem? Well, unfortunately, putting methanol in your car hasn’t yet been approved by the Environmental Protection Agency. That makes it illegal. If the regulations could be changed, methanol would become a much easier route for moving the nation’s looming gas surpluses into the transportation sector. There could hardly be a more promising way of freeing ourselves from dependence on foreign oil.

Do you realize that California once had 15,000 cars on the road burning methanol? And that those drivers loved their performance? But that whole experiment came to an end ten years ago because – get this – natural gas was too scarce and expensive.

In an era when natural gas is cheap and plentiful – when people in the industry are warning that wells may soon be shutting down because there isn’t enough demand for the product – it may be worth going back and taking a second look at what happened in the Golden State from 1988 to 2004.

California, of course, has never been shy about pushing new technologies. At various times the state has pioneered renewable energy, mandated zero-emissions vehicles (electric cars) and tried to establish a “hydrogen highway” for fuel-cell vehicles. Not all these efforts have succeeded, and a few have been notable failures. But the methanol experiment, oddly enough, was fairly successful. Now, at a time when it could be seen as prescient, it is largely forgotten.

The project began way back in 1988, when memories of the 1970s energy crisis were still fresh, and various senators were looking for ways to plug their state economies. The impetus came from a joint effort by Sen. Jay Rockefeller of West Virginia and Sen. Tom Daschle of South Dakota. Rockefeller was looking for a way to promote his coal economy, while Daschle had his eye on farm wastes.

The ethanol-from-corn effort was already up and running, but both Rockefeller and Daschle recognized that methanol might work just as well, and that their home states could benefit. Methanol, after all, can be derived from coal, biomass or natural gas. The result was the Alternative Motor Fuel Act, signed into law by President Reagan in 1988, which provided a waiver of EPA regulations to allow methanol to be used in cars. A year later, President George H.W. Bush became an enthusiast, promising to put 500,000 methanol cars on the road by 1996 and a million by 1998.

Such presidential promises are often wildly exaggerated, but Ford Motor Co. took up the challenge and produced a Taurus model that could run on 85 percent mixes of both ethanol and methanol. This came at a time when gasoline had become cheap again, however, and there wasn’t much interest around the country in alternative fuels. But California took the initiative.

Mike Jackson, who was the lead technical advisor for the California Energy Commission and now works for Fuel Freedom, recalls the experience:

“The original justification was petroleum displacement in response to the 1973-74 crisis, but you learned fairly quickly that that wasn’t sustainable. But we realized there were air quality benefits, so we shifted in that direction.”

The state partnered with Ford and Volkswagen, agreeing to set up a string of fueling stations if they would bring out cars capable of running on methanol. Then the state started buying methanol vehicles for its various fleets. ”

“It was a technical success, but an emotional failure,” Jackson said. “The biggest problem was range anxiety. There were only 10 fueling stations at that time, and it just wasn’t enough. There were times when people abandoned the cars on the freeway because they were afraid they were going to run out of gas.”

Then Roberta Nichols, head of the research and development effort at Ford, came up with an idea: Ford would produce a flex-fuel vehicle (FFV) that could run interchangeably on a variety of fuels. The car could handle blends of 85 percent ethanol or methanol but could switch to gasoline if necessary. Ford produced a Taurus FFV, and the program once again went into high gear. The clean air benefits were adding up, and the state started to consider ratcheting down the NOx requirement to the point where the oil companies would have to add methanol or ethanol in order to meet them.

Suddenly, the oil companies stunned the state by announcing that they would be able to meet the standard by producing a new “blended” fuel.

“Everybody’s jaw dropped,” Jackson said. “Why hadn’t they mentioned this before? But they said they could achieve the same thing by adding MTBE, which is methanol-based, so that was it.”

The MTBE additive created a new problem for methanol. Since methanol was one of the feedstocks for the production of MTBE, supplies began to be diverted, and it became more expensive to use as a substitute fuel. However, MTBE eventually came under pressure because it was getting into drinking water. California and New York banned it in 2004, and most states quickly followed suit.

By that time, ethanol was going strong, with more and more of the corn crop diverted into its production, and the 10-percent ethanol blend became the substitute for oxygenating fuel and reducing NOx emissions.

“We ended up with cleaner gasoline technology,” Jackson said. “But we lost sight of the idea of methanol as an oil substitute.”

By this time, the country had fallen into the “Fuel of the Year” syndrome. Hydrogen had a big run in the late 1990s. Then, after the turn of the century, it was the electric car. Somehow methanol got lost in the shuffle. California’s program limped along until 2004, when the state finally abandoned it. With natural gas selling at $7 per mBTUs and peaking as high as $11, it didn’t seem to have any future.

Now, with natural gas supplies flowing in surplus, the California experiment suddenly seems far ahead of its time. Methanol made from natural gas at $3.25 per mBTU could sell at nearly half the price of gasoline made from $100-a-barrel oil. Methanol from coal could revive the flagging fortunes of the coal industry. Methanol reformed in the field could solve the problem of flaring in the Bakken Shale, which now wastes the equivalent of one-quarter of U.S. gas consumption every year.

Yet the methanol initiative is now largely forgotten. And of course, there’s always the problem that EPA regulations do not allow it to be used in automobiles. With natural-gas surpluses now at the point where a national oversupply is being predicted for 2017, however, it may be time to go back and give the California experience a second look.